Noz

600bhp and then add nos. not alot, probably 35/50 shot, just so i can learn and say ive done it. something to tick off the `ive done it` list. same way as you on the block, TT pistons, acl bearings stronger head bolts arp etc etc new main bearings line boring yadda yadda yadda. i WAS going to use a TT HG i have. im unsure as of yet. id rather sacrifice squish for more power. it may affect how effective each chamber flows, but its been done before without serious problems and i want a little bit more with the nos and i didnt want to risk 9.#:1 with nitrous, didnt think it would be a good idea. i was going to try and get head work IF i could affect ANY work at all but all depends on cash flow. GTE HG & GTE Pistons will just lower compression LOADS. lower than TT I think. may affect it a little, you would want a standalone if you run high power with a lowered squish performance for sure as it could be more difficult to tune (im no expect though, maybe worth asking your mapper).

Good bit of info there. Reckon that solves that problem then Look to see if TT engines have made that power with that compression.

Turbo conversions have been done for years using thicker head gaskets. It's worth further research into if this is going to be an issue. The `best` way doesn't mean that it may the only way or even the most noticable form of compression change. No comparison has been done that I've found against the two, so it's only through recommendation to keep the effectiveness of the design at it's maximum. Though there is clearly a band of performance, as the squish area is increased with both gasket and pistons and still performs well (though the process may have worked better with a more effective squish area more power is more obtainable with lower compression). You can calculate the difference in volume with the thicker gasket and I'm sure there must be a calculation somewhere that can give you volume efficiency against extra squish volume. With a lower compression and less effective squish you may loose power, but with the lower compression comes the ability to increase the power by a much larger value. So it's a trade off in my opinion, one in which need's further research against how detrimental this change in the function of the chamber's performance actually is.

how is it easier? upgrading an NA-T is loads different to swapping the engine just for something you already have just with a lower compression? swap the pistons and he has exactly what a new TT lump will give him. he will need new injectors ECU turbo bu wont need all the other component required to run a TT, manifold, intake, lume. swapping a TT lump into an NA-T is silly. if he was NA it might be worth it.

I'd like a 264 intake and 272 exhaust cam, that would give good results. thing is, 272 require's aftermarket springs due to the extra lift that comes with the cam. so with 264's you could keep the stock (even if new) springs. just saying... even though i want that cam

yup they swap straight in. you'd probably be able to use an intake cam as you are, as it's the exhaust cam that uses the dizzy running gear. i've always wanted the awesome lope on idle so was aiming for 272 at least. but i think it's a more sensible idea to stay with 264 as the power band will move too far out of reach and unless you change your rod's it won't be any benifit as your rpm won't have much movement against stock.

I've been beaten to it again

Cam's for the win mate What ECU you going for?

When I go standalone I'm going coils. Much better control over ignition. I wouldn't consider trying to use the dizzy for 600 though people have claimed to do it. Plus do you run a 4-3" reducer on your intake?

I'd rather own that than no supra at all. Change the wheels and door's and it would look alright. Flip paint is out there, it's a bit wacky. Strange in your face colours are nice Maybe you should do your bike in flip chris

Maybe it's worth doing a group buy on some 265 GE cams from somewhere with billets?

Which is why I quoted you

If you want any more than 600 your need to open it up again. might as well fit TT gasket as well, that way your sorted and beyond if you decide to. It makes sense, that's why I've got one ready.

Yes mate, I'll send you a PM now.

No reason for this, I just thought it would be cool though mines a bit beaten up, it still came out ok. A non-brushed finish would of been better, I'm still pleased with the results. Standard 316 Opener

9.2:1 is pistons I thought. 9.1:1 is TT HG. the TT uses a thicker HG, so don't be afraid to use one to lower compression. it's been done SO many times before. TT pistons is the prefered way due to reducing squish and causing spots of poor flow increasing chances of knock, but lets face it, TT engine's use a 1.6mm HG, if it was that much of an issue they wouldn't be using that diameter.

OH MY GOD, I COULD MAKE THESE? I COULD FINALLY GET ON THE CHARGER PROJECT HELP LIST :d:d

Soooooooooooo jealous. But at least I get to see the photos, so not all is bad!

New billets usually cost a bomb, I had some quotes ages ago for new ones from kent cams. Any chance you could do a group buy with some contacts For the IS300, vvti which doesnt use a dizzy

No one sells cams for the NA. TTC hard weld and re-grind NA cams for long duration, high lift (both to specification if required) so the stock cams can keep the dizzy gear. If you go standalone, swap the dizzy for coils and you can run your own cams. The lower compression you drop, the more power your need for the same BHP. Which is why NA-T engine's do so well on low psi. An 8.5:1 engine wouldn't do as well with the same psi your running. I'm 99% sure with a 1.3mm HG and TT pistons the GE head and block will lower compression FURTHER than 8.5:1, I thought it was 8:1 but your need to check that. I'm actually going for 1.3HG and TT pistons (all sat in my magic shed ) as I want 600hp but am adding the smallest shot of nitrous on top after, as I want to learn about it but don't want to go crazy. When deciding on your compression ratio don't forget to consider the results from high compression GTE engines. The requirement to lower will be in the same volume band as when they increase their ratio. LeeP has a 9.2:1 (or something similiar I thought?). The head doesn't `need` to be ported and polished, but you will always hit better figures with it. Your still get bottle neck's at the valves though, so it's big ££££ for a tiny increase, depends how nuts you want to spend! And the GE head is rare, so will cost bit over the usual GTE head I expect (had some quotes in the past, whiffin is probably your best bet having done GTEheads which aren't a huge world apart). Power is defined by flow, so increase your flow increase your power OR increase your pressure which in turn increases the flow in the same area. A small flowing head will require more pressure to flow as well as a ported head. I wouldn't of thought a 9.#:1 NA would require headwork for 600. Jekyl wasn't that far away from it remmber and he had stock over head intake wasn't flowing massive intake setup. Use a stock oil pump, but definitely get new if the engine is out and make sure you get a decent oil cooler (Im not sure if you have one). People in the US run 700hp on the dizzy without cams, this isn't a 100% requirement. Do some research on the compression ratio and head volume, I done it ages ago but there's alot of information online. You can find calculators which allows you to adjust the gasket thickness and dish on the pistons, all the info for the parts your using is online for sure.

Even an old lady giving you a 50mph T Bone cold be dangerous IMO, you could be stationary..

That looks awesome mate! I was hoping to get pre IC and just before the TB. There is a gauge on ebay giving dual inputs.

What are they worth? Im tempted to take it out now

Lol funny

Meeting someone doesn't mean you know them! The most nicest girlfriend I had once asked me to pee on her once! you may end up paying with fingers